FAIRLINE 31 CRONICHE User guide

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DATA
SHE ET
Name of Boat:
Owner's Name:
Address
Boat No
Engine Type :
Serial Nos
Serial No:
.~/?.f{ 7· .
Qutd rivet Gearbox Type: .
Serial Nos:
Engine Key
Nos: ..• to ••••••••••••••••••
Cabin Door Key No: ..•.••.••.•..••...
Date of Delivery
Supplier
...............-.
We recommend owners to complete the above data immediately they take
delivery of the boat.
Do not fit a different size of propellers without taking professional advice
- if you fit too large a propeller you will not obtain maximum performance
and may damage the engine.

CONTENTS
INTRODUCTION
SAFETY ON BOARD
DOMESTIC V/ATER SYSTEf\1
GAS SYSTEM
FUEL SYSTEM
ELECTRICAL SYSTEM
INSTRUfv\ENTS AND CONTROLS ••
COCKPIT HOOD
BOAT CARE AND 1\,1 AI NTENANCE
fvll NOR GLASSFI BRE REPAI RS ••
LAYOUT DIAGRAMS ..
3
7
9
10
12
14
16
17
19
20

PRINCIPAL DIMENSIONS & CAPACITIES
Length of Hull
Length with £3/ Platform
Beam
Draught
Dry \AJeight (approx).
Fuel Capacity (per eng)
Fresh Water Capacity
31 '3"
3319
11
11
1
7"
31 2"
5.5 tons
75 gals
65 gal
9.52m
10.29m
3.53m
O.97m
5500 kg
341 L
295 L
2
the boat is lifted
prevent structural
5·6m
LIFTING THE BOAT
It is important that
correctly in order to
damage.
The angle betvJeen lifting slings should not
be more than 20° so as not to crush the
boat. The slings should be positioned as
shown beloYJ (also marked on the boat).
\Vhen positioning the slings ensure that
they are clear of the Log Impeller so as
not to damage it.
\t'ARNING: Ensure that the lifting
slings do not Iie across propeller shafts
when lifting. If the shafts are bent they
may cause serious damage and will be
costly to replace.
A' ..... ==t1~=---~P~~-7
I

INTRODUCTION
The purpose of this Owner's Manual is to help you get to know your new
Boat and its systems so that you will enjoy long and trouble free service
and obtain maximum enjoyment from it. The manual does not attempt to
teach you 'how to navigate and handle the boat: if you feel you rreed
instruction in boat handling you should take a course at one ofttlC, many
training schools that exist.
The suppliers of many components - echo sounder, engines, trim tabs
etc. ,provide their own instruction manuals which are supplied with this
manual~ Most of these suppliers provide their own guarantees and
maintain Y/idespread service facilities throughout the world; manufacturers
guarantee procedures for these itenls must be rigorously complied with,
and guarantee cards n1ust be returned promptly to manufacturers who
require them irl order to validate their guarantee.
Manufacturer1s instruction books, particularly for the engi,nes, must be
studied thoroughly, since this manual does not attempt to cover items
included in these books.
\Vhilst your boat is being handed over to }'OU, your Fairline distributor
will carry out a pre-deliver>' check. The distributor will explain and
demonstrate ttl€ operation of a 11 the boat systems to you. For
after-sales-service please take your boat to the distributor who supplied it
to you; he has a close \\Iorking relationship with the factory and will
quickly attend to any problems.

PRINCIPAL DIMENSIONS & CAPACITIES
Length of Hull
Length with BI Platform
Beam
Draught
Dry Weight (approx).
Fuel Capacity (per eng)
Fresh Water Capacity
31'3"
33'9"
, 1 '7 tI
3'2
11
5.5 tons
75 gals
65 gal
9.52m
10.29m
3.53m
O.97m
5500 kg
341 L
295 L
:2
.1
f
5'Om 1
----:-:16=7-'6::::-:-· .-:--, --------i
1·5m .. J.
5'0"
LIFTING THE BOAT
It is important that the boat is lifted
correctly in order to prevent structural
damage.
The angle between lifting slings should not
be more than 20° so as not to crush the
boat. The slings should be positioned as
shown below (also marked on the boat).
When positioning the slings ensure that
they are clear of the Log fmpeller so as
not to damage it.

SAFETY
oN BOA R D
Most owners, v/ill of course be experienced seamen, and will be as aware
as we are of the potential dangers involved in boating. However, it is
alv-/ays beneficial to remind oneself of the basic safety precautions which
must be observed.
Two main areas of danger exist:
1. Fire and/or suffocation resulting from misuse or malfunction of fuel,
gas or electrical systems.
2. ~~avigatioll or boat-handling errors.
1. Combatting the risk of Fi re or Suffocation
Any fuel or gas leaking into the hull of a boat will accumulate in the
bilges - and is potentially lethal. An understanding of the fuel, gas and
electrical systems described in this manual, is therefore essential.
Basic Do's and Dont's
~Vhen refuelling:
Switch off engines.
Extinguish all naked lights.
Operate engine bay extractor fan.
Do not smoke.
Close all doors, windows, ports and hatches adjacent to the fuel
fi IIi ngpoint.
Avoid overfill ing tan k, and fill slowly to avoid splashing. WAS ~1 OFF
ANY SPI LT FUEL IMMEDIATELY.
Refuel outboard motor fuel tanks outside of the boat.
Before Start-up:
On shaftdri\'e boats ensure that the engine sea cocks are oren.
Ensure fuel cocks are open.
Operate engine bay extractor fan for at least 5 minutes.
I nspect fuel I ines and engine bay' and ensure that there are no
visible leaks.
Always ensure engirl€S are out of gear at both helm positions before
starting up (ie. red buttons on the side of Volvo controls can be
pushed in). Starting engines in gear can be dangerous, damaging,
and at best embarrassing.
After Shut-down:
Operate engine bay extractor fan for 5 minutes.
Leave fuel cock(s) open.
Using the Gas:
Turn off the gas at the cylinder when not in use, particularly
overnight, and when the boat is unattended.
When lighting the cooker light a match before turning on the gas to
ensure that all gas is burned and none can accumulate in the bi Iges.
3

Do not use gas appliances without adequate venti ration. ( Remotron
ducted hot air heaters are self ventilating).
Never use gas cookers to heat a boat for fong periods with inadequate
ventilation.
Do not look for a suspected gas leak with a naked flame. 11 Sniff" the
bilges periodically to check for any smell of gas.
Have any gas leak repaired professionally and inform Fairline Boats
immediately' of the ci rcumstances.
Electrics:
Never work on the electrical system without first stopping the ellgines
and disconnecting the batteries.
Never replace a fuse vvithout knowing why the fuse ble'vv and
correcting the fault.
Never replace a blown fuse with a fuse of higher rating than
originally supplied - overloading of the electrical wiring could cause a
fire.
Never hold circuit breakers in the O~-J position to prevent trlem
cutting out.
If your boat has a 240v ring main:
Before plugg ing into the shore-I ine, ensure that cOJ1necting plugs,
your hands and all plugs inside the boat are dry.
Use plugs fitted with correct fuses - never more than 13 amp.
Avoid using 240 volt appliances in the toilet compartment or when you
have wet hands and bare feet.
Fire Extinguishers:
Ensure ttlat there are adequate fire extinguishers for the boat.
Do not use vapourising liquid extinguishers (such as carbon
tetrachloride) as these create heavy toxic fumes which cannot escape
from the boat.
2. Navigating and Boat Handling.
If your boat is fitted with a speed and distance log please ensure it is
accurately calibrated as per the manufacturer's instruction feaff et before
using it for navigationar purposes; similarly, ensure the conlpass is SVJung
and an accurate deviation card is available. Logs cannot be calibrated and
compasses canrl0t be swung at the factory.
Before Moving Off:
Ensure that you have enough fuel for tt1e trip.
Check engine oil levels (see engine manual).
Check fuel filters are free of water and sediment.
Ensure that all crew members have a serviceable life-jacket of the
correct size. (Non-swimmers should wear life-jackets on dec k at all
times)
Start the engines with throttle controls in neutral. Only operate
these when the helmsman is securely in control.
NEVER SWIM FROrv1 T~IE BATHING PLATFORM WITHOUt FIRST
STOPPING THE ENGINES.
Do not allow more than 6 people on to the flybridge when the boat is
operated at plan ing speeds.
4

At night:
Check that all navigation lights are working.
Ensure that all crew members are \vearing life-jackets with whistles
and lights.
Before Leaving Sheltered Waters:
Check the weather forecast and do not go offshore unless reasonable
weather is expected.
Carry a I ife raft able to accommodate all the crew.
Carry an adequate supply of distress flares.
Carry sufficient chain and anchor warp to enable you to anchor in
the depths of water expected.
Ensure the anchor v/arp is securely fastened to the securing eye in
the bO\'1 locker. If a winch is fitted it is designed for use only with
the boats anchor; if taking up a permanen t mooring you must secure
to the bow cleat(s) and not to the winch.
Carry up-to-date charts of your cruising area an'd adequate
navigational equipment.
r~otify the coastguard if you are making a long coastal or
cross-channel trip; inform them of your intended route, estimated
time of departure arld estimated tinle of arrival and remember to
inform them when you have arrived safely.
When at Sea:
Choose a cruIsing speed that is comfortable in the sea conditions that
you encounter.
Never shift engines into reverse when planing.
On single helm boats ensure that the sliding saloon hatch is securely
fastened back when in the open position as a sudden change in
course or speed could cause it to close, resulting in possible serious
damage or irljury.
~(eep a good look OlJt.
In Heavy ~leather:
Close and secure all windo\'\'s, port holes and doors. Put on
life-jackets.
Reduce speed to sui t conditions.
Head for nearest safe J-larbour: the boatls motion will be more
comfortable if you are able to head down wind.
Fairline Boats are built to withstand very rOlJgh conditions, if handled
sensibly, but your cre"l may not be!
General Points
If working in the hold/engine bay under the cockpit floor be careful to
ensure that no-one can accidentally close the engine hatch on you - it is a
wise precaution to put a safety rope across to preverlt the hatctl closing,
securing it to the pushpit. Also be very careful to keep your toes clear
when closing the engine hatch - if you close it on your toes it wi II be
very painful!.
If work must be done in the engine bay whilst the engines are running,
avoid wearing loose cloth ing that could become caug ht in the mov ing parts
of the engines; also take care not to touch parts of the engine that may
be hot.
5

Never allow crew onto the side or forward decks when operating the boat
at planing speeds, or when operating at night or in heavy weather.
Ifa winch is fitted, fit a safety tie from the anchor to one of the bow
cleats so that if by any chance the anchor chain comes out of the gypsy
or the winch malfunctions and releases the anchor there is no possibil ity
the boat can run over the anchor. If an anchor does come loose at speed
and the boat runs over it it may have catastrophic consequences~nd
severely damage the hull and stern gear. Ensure the clutch of the gypsy
of the winch is always fully tightened up and check periodically that it is
not working loose. If you start to drop the anchor with the gypsy loose
the weight of the anchor and chain may cause all of the chain to run out
as it overcomes the frictiofl of the clutch. Make sure the end of the chain
is securely attached in the bow locker!
\Nherl the boat is being craned out of the Y/ater, ensure that the impellor
of the log (if fitted) is drawn back into the boat so that it cannot be
damaged by the lifting straps of the crane.
6

D 0 tv1 EST I C WATER SYSTEM
There are three possible locations for the water tank depending on a
combination of engine/cabin layout/holding tank options. They are as
follows:
Belovv the cockpit.
Twin tanks below the saloon.
Below the berth in the bow cabin.
Twin Water Tanks beloV\' Saloon - Tri Cab Outdrive Boats
Two 35 gallon fresh water tanks are located at either side of the fuel tarlk
below the saloon floor with the filler located at the bottom of the step in
the port side deck. There is a pipe connecting the two tanks together
ensuring a balance in jevels and both have air bleeds through vents in the
top sides of the hull. \Vater feeds from. the port tank through a stop tap
and filter in the stowage compartment to the pump, and then to a pressure
accurnulator v'Ihich reduces surging in the system. The water pump is
switched on automatically by a pressure drop in the pipe (caused by
opening a tap) but the pump can be shut off using the push-pull switch in
the galfey.
Please r~ote:
When filling the water tank do not thrust the hose pipe too far down
into the filler and leave water running so as to overfill the tank I as
this may cause excessive pressure to build up and damage the tank.
Do not allow the pump to run dry when the tank is empty: Switch it
off.
Switch the pump off when not in use to avoid wear and tear on the
pressure switch and disturbance at night.
Thoroughly drain the pump in winter. We suggest you first pump
the tank dry and then disconnect the inlet and outlet pipes to the
pump to ensure there can be no water in the pump to cause frost
damage.
Leave all taps open with the pump switched off.
Hot vv'ater for the boat is provided from the calorifier located in the
stowage compartment, water i fl this calorifier being heated by the cooling
water of the port engine which ci rculates in a closed circuit within the
calorifier. T~le upper ar1d fewer pipes of the caJorifier are the outlet and
inlet pipes for fresh water, and the two centre pipes are th~ inlet and
outlet pipes for the water from the engirle. Please be very careful not to
dislodge the two water pipes leading from the engine to the calorifier. If
either of these pipes becomes detaclled the engine coolant will leak into the
bilges and the engine will overheat very quickly indeed and must be shut
down immediately. Check periodically that the calorifier pipe junctions are
all tight. As tile engine is filled with antifreeze it is a wise precaution
not to drink from the hot water tap in the boat, just in case there is any
leakage of anitfreeze into the domestic hot water. In winter the calorifi er
should be drained by disconnecting the inlet (lower) and outlet (upper)
pipes for fresh water supply to the calorifier; the contents will then drain
into the bilges and can be pumped out using the bilge pump. There is a
pressu re release valve on the calorifier; the over flow from this is piped
overboard.
7

DOMESTIC WATER
SYSTEM
There are three possible locations for the water tank depending on a
combination of engine/ cabin layout/ holding tank options. They are as
follows:
Below the cockpit.
Twin tanks below the saloon.
Below the berth in the bow cabin.
\Vater Tank in the Bow - Twin Cab Outdrive Boats.
This 65 gallon freshwater system has the tank located below the double
berth in the forward cabin; the filter is located on the starboard side of
the vv'inch on the foredeck; alld the air bleed is in the bow locker. V/ater
feeds from the tank through a stop tap and a filter to the pump and then
to. a pressure accumulator which reduces surging in the system. The
water pump is switched on automatically b)1 (j pressure drop in the pipe
(caused by openirlg a tap) but the pump can be shut off using the
push-pull switch itl the galley.
Please f'Jote:
When filling the water tank do not thrust the hose pipe too far down
into ttle filler and leave water running so as to overfill the tank, as
this may cause excessive pressure to build up and damage the tarlk.
Do not allow the pump to run dry when the tank is empty: Switch it
off.
Switch the pump off when not in use to avoid wear and tear on the
pressure switch and disturbance at night.
Thoroughly drain the pump in winter. \Ve suggest you first pump
the tank dry and then disconnect the inlet and outlet pipes to the
pump to ensure there can be no \vater in ttle pump to cause frost
damage.
Leave all taps ope'l \vith the pump sVvitched off.
Hot water for the boat is provided from the calorifier located under the
cockpit floor, water in this calorifier being heated by the cooling water of
the port engine which circulates in a closed circuit within the calorifier.
The: Lt ~·per and lewer pipes of the calorifier are ttle outlet and inl et pipes
for fresh vt'ater, and the two centre pipes are trlc inlet anc outlet pipes
for the water from the engine. Please be very careful not to dislodge the
two water pipes leading from the engine to the caJorifier. Jf either of
these pipes becomes detached the erlgine coolant will leak into th e bilges
and the engine will overheat very quickly indeed and must be shut down
immediately. Check periodically that the calorifier pipe junctions are all
tight. As the engine is filled with antifreeze it is a wise precaution not to
drink from the hot water tap in the boat, just in case there is any lea kage
of anitfreeze into the domestic hot water. In winter the calorifier shout d
be drairled by disconnecting the inlet (lower) arId outlet (upper) J>ipes for
fresh "vater suppl}' to the calorifier; the conter.ts will then drain int() the
bi Iges and can be pumped out using the bilge pump. There is a pressure
release valve on the calorifier; the over flow from this is piped ove rboard •
7

\'Jater from the shower drains into awell under the floor and from here it
is pumped over board. Th is bi Ige pump is controlled by a float sVlitch
ensuring that the pump will operate automatically whenever the domestic
master switch is switched on, so there is no risk of running the shower
and the water not being pumped out. f-Iowever, it is a good idea to check
the operation of this system periodically through the access panel in the
galley floor, particularly to ensu re that the pump is not~ becoming gummed
lJp with dirt etc. This shower pump-out acts as a secondary bilge pump
for the boat. All other sinks normally drain di rectly overboard.
If your boat is fitted with a sea-toilet, the inlet and outlet sea cocks on
tri-cab boats are located in the locker under the aft settee in the dinette.
Boats with a twill-cab layout have the inlet cock located in the shower well
and the outlet belovv tt1€ sink in the toilet. Vie recorTlmend you to turn
these sea cocks off when leaving the boat unattended. Do not try to
operate ttle toilet pump unless the outlet seacock is open - if you do so
you may damage the pump. In freezing conditions erlsure the toilet is
pumped dry with the inlet sea cock closed before closing the outlet sea
cock and leaving the boat. If the boat is orI dry land leave the sea cocks
open to let any, water in the pipes escape.
Some boats have chemical toilets or toilets with a holding tank: please read
the manufacturer's instructions carefully and comply with them. Drain
these toilets and tanks when freezing weather is expected.
Some boats, designed for use on water with restrictions on all venting of
domestic waste are fitted with holding tanks for all boat \vaste (including
sinks, shower and W. c. ). The waste is pumped into separate holding
tanks for toilet waste and Sillk and shower waste, which must be
discharged at the dockside from the outlets marked \Vaste on the side
decko In some boats a Y valve is fitted to enable holding tanks to be
discharged at sea when the boat is operated outsicie restricted \\'aters;
please ensure your distributor familidrises you completely with the
operation of the system, and ensure that }'OU know hovv to drain the
tlolding tanks if freezing weather is expected. DO ~JOT OVERFILL
~iOLDI~JG TANKS - THE PRESSURE MAY DAr/lACE THEM V/ITH VERY
Ur~SAVOURY CONSEQUENCES!.
All boats are fitted v~ith an electrical bilge pump in the engine bay. This
pump is operated automatically by a float switch and will operate even
,,;hen the master s\vitches are in the off position. The engint bilge pump
can also be manuall)/ sV'Iitched on b}' the switch or'. tf1e instrument panel
\'vr.en the domestic master s\AJitch is on. In addition, boats witt1 shaft
drive have a bilge pump in the rudder compartrnent which operates
autorT,atically independent of the master switches. As mentioned above the
bilge pump in the shower well also 2CtS a secondary bilge pump for the
bOdt.
8

GAS SYSTEM
Stowage for the gas bottle is provided in the self venting locker in the
cockpit on the same side of the boat as the galley. Gas is led from the
cylinder to the regulator and thence to the cooker in plastic covered
copper pipe. On some boats where national regulations require this there
are on/off taps in the p,ipe both in the gas bottle locker and at the back
of the cooker, but we think that the extra junctions these taps requi re
only create risks of leaks. Accordingly we normally rely on the on/off tap
at the back of the cooker as the only means of turning off the gas supply
apart from turning off the gas on the bottle itself as recommended earier.
Check regularly that the vent hoie at the bottom of the gas bottle locker
is clear. Also check occasionally that there are no leaks in the gas system
by (a) turning off the gas at the cooker, (b) turning off the gas at the
cylinder I (c) leaving the system overnight and (d) lighting a match,
turning on the gas at the cooker and ensuring some residual pressure
remains in the system. DO PLEASE OBSERVE THE BASI C 00'5 AND
DOt~T'S RELATI NG TO THE GAS SYSTEWi.
9

F U E L
SYSTEM
DI ESEL STERNDRIVE INSTALLATIONS
The boat has a150 gallon mild steel fuel tank located below the saloon.
The fuel filler is located on ttle starboard side deck and the air vent is on
the cabin side, aft of the filler. When refuelling check that air is coming
out of the vent. After refuell ing ensure that the filler cap is tightly
closed and wash off any spilt fuel immediately.
Fuel from the tank is fed to the engines via on/off cocks located at either
side of the cockpit. \Ve recomrriend that these fuel cocks are left on at all
times to avoid the risk of fuel starvation caused by starting an engine
with the fuel system off (if fuel starvation occurs the fuel system will have
to be bled).
At least orlce a )'ear all pipe unions and jubilee clips should be inspected
for any sign of fuel leaks. If there is a leak, find out what is causing it
and inform Fairline Boats at once. Also check that the flame gauze in the
air vent is intact and not obstructed, and drain the fuel filters (located on
the bulkhead in the engine bay) regularly to clear any water or sediment.
There is an electrical fuel gauge on the instrument panel. Get to know
the characteristics of your fuel gauge since it is very difficult for us to
calibrate accurately. Always have a minimum of 10 gallons fuel in the tank
to avoid the risk of air being sucked in to the fuel system in rough
weather. Always ensure you have much more than enough fuel for any
offshore trips. Please observe the basic do's and dont's relating to the
fuel system.
10

FUEL SYSTEM
PETROL ENGINES
The boat has a150 gallon stainless steel fuel tank located below the
saloon. The fuel filler is located on the starboard side deck and the air
vent is on the,· cabin side, aft of the filler. When refuelling check that .air
is coming out Gf';<the vent. After refuelling ensure that the filler cap is
tightly closed and \vash off any spilt fuel immediately. Fuel from the tank
is fed to the engines via on/off cocks located at either side of the cockpit,
these should normally be left on.
At feast once a year all pipe unions and jubilee clips should be inspected
for any sign of fuel leaks. If there is a leak, find out what is causing it
and inform Fairline Boats at once. Also check that the flame gauze in the
air vent is intact and not obstructed.
There is an electrical fuel gauge on the instrument panel. Get to know
the cha racteristics of your fuel gauge since it is very difficult for us to
calibrate accurately. Always· have a minimum of 10 gallons fuel in the tank
to avoid the risk of air being sucked in to the fuel system in rough
weather. Always ensure you have much more than enough fuel for any
offshore trips. Please observe the basic dols and dontls relating to the
flJel system.
10

F U E L S Y 5 T E M - SHAFT DRIVE INSTALLATIO~JS
The boat has a 75 gallon mild steel fuel tank for each engine located
outboard of the engine. The fuel fillers are located on the side decks and
air vents are on the cabin side, aft of the fuel filler. When refuelling
check that air is coming out of the vent. After 'refuelling ensure that the
filler cap is tigtltly closed and wash off any spilt fuel immediately'.
At least once a year all pipe unions and jubilee clips should be inspected
for any sign of fuel leaks. If there is a leak, find out what is causirlg it
and inform Fairline Boats at once. Also check that the ffame gauze in the
air vent is intact and is not obstructed, and drain the fuel filters
regularly to clear any water or sediment.
Ttlere is an electrical fuel gauge for both the fuel tanks contents on the
ir1strument panel. Readings for port and starboard tanks are given
according to the position of the fuel gauge changeover switch. Get to
know the characteristics of your fuel gauge sir,ce it is very difficLJlt for us
to calibrate accurately. Alwa}/s have a mininlum of 10 gallor15 fuel in tile
tarlK to avoid the risk of air being sucked in to the fuel system in rough
weather. Always ensure you have much more than enough fuel for any
offshore trips. Please observe the basic do' 5 and dont's relating to the
fuel system.
Diesel engines operate on a system of fuel bei ng constantly suppl ied to the
engine with only a fraction of the fuel being used, hence a second pipe
returns unused fuel to the tank. Normally ttle port and starboard engines
independelltly draw flJel from and return it to the port and starboard
tanks respectively, however it is possible to run both engines off one tank
or one engine off both tanks according to the setting of the valves located
in the engine bay as shown overleaf.
t~ote:
Engines must be stopped whilst valve settings are being
changed.
Ensure valves in the ON position are alwa}/s fully open and are
not partially open so as to avoid the risk of fuel starvation and
the resultant necessity to bleed the fuel system.
10

For normal running -
(and when the boat leaves the factory) valves A BeD should be
open and valves E and F should be closed. With the valves in this
position the port engine will draw' fuel from and return fuel to the
port tank; and the starboard engine will drav/ fuel from and return
fuel to the starboard tank. The fuel system for each engine is
completelyindependerlt.
If the port fuel tank is contaminated -
or the feed pipe from the tank is blocked and both engines are still
serviceable: close valves C and D; open \falves E and F; leave valves
A and B open. Both engines will now draw fuel from the return fuel
to the starboard tank.
If the starboard fue't" tank is contaminated -
or the feed is blocked: close A and B; open E and F; leave C and 0
open.
If either engine fails because of mechanical failure -
to obtain fuel from both tanks to the still serviceable single' engine:
leave A, B, C, and D open and open E and F (ie all valves shou Id bE
open). Since the serviceable engine will return to the tanks much
more fuel than it actually uses, monitor the level in the "tanks'
carefully to ensure it remains roughly in balance. If after a whilE
there is excessive fuel in the port tank, close D so that alJfuel is
returned to the starboard tank; similarly if there is excessive fuel in
the starboard tank close B. When tanks are in balance o~en ar I
va Ives.
11

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31 Cornich€ 12 VCircuit

ELECTRICAL SYSTEM
Due to the variety of engine installations I cabin layouts, and optional
extras available in the Corniche range it is not possible to produce an
electrical circuit diagram for each boat. The wiring diagram opposite
represents the 12 volt circuit for a boat with inboard diesel engines,
tri-cab layout, and without any extras fitted. The ci rcuit for other
models in the Corniche range will vary from this slightly but the basic
circuit and colour coding is the same for all boats:
WI RI f'JG DIAGRAM KEY
A - Erlgine and alf sterngear earthed to anode
8 - Bilge ventilator
B K - Battery changeover key
SS - battery changeover solenoid
C - Ceiling ligtlt v~ith built in switch
CL - Courtes)1 fight with built in switch
E - Earth block
EB - Engine bilge pump and float switch
- manual switch
EH - Engine r10ur meter
EL - Engine bay light with built in switch
ES - Echo sounder
F - Fuse Box
FB - Forward bi Ige pump and float switch.
fC - Fuel gauge changeover switch
FG - Fuel gauge
FS - Fuel gauge sender unit
H - Horn
HB - Horn Buttorl
HI - Helm indicator
HS -Helm indicator sender unit
M - Master s\vitches
ML - rv\ap reading light
N - Navigation light
P - Power take off from port engine panel.
R - Riding light
RE - Refrigerator
RL - Reading light and switch.
S - Starter' / solenoid
S8 - Stern bilge pump and float sV'Iitch
SP - S\vitch panel
SS - Shaver socket
", - \Vipers
WP - \Vater pump and pressure switch
\VS - VJaterpump switch
Colour Code
+
BI
Br
Br
G
G
8-Vv
tv\
R
G
R/\".J
BR
81-\\1
R/R
R
R/R
G-W
VI
RIB
RIB
R
G
y
R
R-W
F~
R/W
R
B-Vv
R
Br-Y
R
BI
81
B
B
Br
B
B
B
8
B
B
B
BI\'J
B
R
B
SIR
8
G-VI
8
BIB
R
B
B
B
B
B
B/~/
B
B
B
B
BI
B
BL
BR
G
M
R
\V
y
Black
Blue
Brown
Green
1v\auve
Red
White
Yellow
B-VV
R/W
Black \vith White tracer
Red in twin Whi te outer.
12